Locomotive



Oct. 9, 1945. E. GRAY LOGOMOTIYE Filed June` 22, 1942 3 Sheets-Sheet lNl, Sw

deceased om @u Oct. 9, 1945. E. .GRAY

LOCOMTIVE Filed June 22. 1942 s sheet's-shet 2 .ooooooo Patented Oct. 9,1945 LOCOMOTIVE Edward Gray, deceased, me of Detroit, Mich., by AgnesGray, administratrix, Grosse Pointe Park, Mich.

Application June 22, 1942, Serial No. 447,977

3 Claims.

The present invention relates to locomotives, and more particularly tosteam generative power plants therefor.

The primary object of the invention is to provide a locomotive forrailways and the like capable `of deriving its initial power from yaheat source employing a pulverized fuel which fuel is pulverized intransit prior to its injection into the burner.

Another object of the invention is to provide f a railway locomotivewith a regenerative heating system, whereby the exhaust steam may beemployed for preheating the boiler feed water and said exhaust steam maybe condensed for re-use in the boiler feed.

Another object of the invention is to provide a railway locomotivehaving a forced draft heating unit, whereby regulation of the heatingunit may be accomplished to increase or decrease the draft as desired,thereby eliminating to a great degree waste of fuel incident to thenatural draftv type heating unit.

Another object of the invention is to provide a railway locomotive powerplant wherein the fuel pulverizer, condenser cooling fans and forceddraft means is driven by individual turbines powered from the heatingunit so that the locomotive will operate more eiciently and therebyeliminating the use of independent power sources such as electric motorsand the like.

Another object of the invention is to provide a railway locomotive inwhich the fuel reservoir is mounted forwardly of the locomotive forrearward feeding of fuel to the heating unit after the fuel has beenpulverized, thereby saving considerable space and causing considerableeconomy of fuel consumption.

Another object of the invention, is to provide a locomotive of the abovementioned type in which the engineers cab is located forwardly of theboiler and smoke stack to insure better vision under all operatingconditions.

Another object of the invention resides in pro-'- viding a railwaylocomotive of the above mentioned character, the heating plant of whichis adapted to burn finely pulverized fuel burned in supension therebyeliminating ash discharge devices and the accumulation of excessiveclinker incident thereto.

Another object of the invention is to provide a railway locomotivehaving independent drive motors for the drive wheels mounted between theboiler and drive wheel trucks so that traction will be increased andextensive driving gear will be eliminated and the operative parts willbe contained within the streamline of the locomotive.

` Another object of the invention is to provide a railway locomotive yofthe above-mentioned type including a condenser mounted rearwardly of theboiler and heating unit to condense the exhaust steam and return thecondensation product to the boiler feed.

Another object of the invention is to provide a railway locomotive oftheabove-mentioned type having a heating unit adapted to burn nelypulverized fuel in suspension in air, which air is preheated by beingpassed through a heat exchanger associated. with the exhaust gaseswhereby increased eiiiciency of the heating unit is obtained.

Other objects' and advantages of the invention will become apparentduring the course of the following description of the accompanyingdrawings wherein:

Figure 1 isa longitudinal sectional view of the rear portion of thelocomotive embodying the invention, showing in detail a portion of theboiler structure .and the condenser unit therefor;

Figure 2 is a longitudinal cross-sectional, extended view of Figure 1showing in detail the heating unit, fuel storage and pulverizerinterposed therebetween;

Figure 3 is a horizonal longitudinal cross-sectional view taken on lines3-3 of Figure 1 looking in the direction of the arrows furtherillustrating the rear portion of the boiler and condenser and showingthe air circulating fans for the condenser to cause the cooling ofliquid therein;

Figure 4 is a horizontal cross sectional view taken on lines 4-4 ofFigure 2, and looking in the direction of the arrows, furtherillustrating the heating unit and boiler structure relative to the `fuelpulverizer; l

Figure 5 is a vertical cross-sectional view taken on lines 5 5 of Figure1 looking in the direction ofthe arrows showing in detail one of the aircirculating condenser cooling fans;

Figure is a vertical cross-sectional view taken on lines 6--6 of Figure1 looking in the direction of the arrows showing the forced draftcirculatingfans and the blower for the heating unit;

Figure 7 is a vertical cross .sectional view taken on line 'I-'l ofFigure 1 looking in thedirection of the arrows illustrating in detailthe boiler manifold connecting the longitudinal boiler tubes with thetransverse boiler tube header;

Figure 8 is a vertical cross sectional view taken on'y line 8-8 ofFigure 1 looking inthe direction of the arrows illustrating theconstruction of the boiler and the arrangement of the driving motorstherebeneath;

Figure 9 is a vertical cross sectional View taken online 9-9 of Figure 2looking in the direction of the arrows illustrating in detail the fuelpulverizer and showing the steam manifolds for connection with themotors; and

Figure` 10 is a vertical cross-sectional view taken on line iU--I'Il ofFigure 2 looking in the direction of the arrows showing the fuel andwater reservoirs in detail.

General arrangement and construction The invention comprises a railwaytruck supported frame on the front end `of which is located a fuel andwater reservoir for supplying alocomotive power plant. Likewise carriedby the frame and positioned rearwardly of therfuel `and water reservoiris a power plant, including a boiler, a heating unit and a condenser. Asuit-- able drivers cab is located `conveniently above the rear end ofthe fuel reservoir to increasel vision, and interposed'between the fuelreservoir and heating unit is affuel pulverizer adapted Yto receive fuelfrom the -reservoir and pulverize the same for being supplied to .theheating unit, whereby said pulverized fuel may be burned in suspension,being initially mingled with preheated air and then burned in the burnerentrance to the boiler. The invention also includes a condenser forutilizing the exhaust steam from the motors so that a portion of thesteam can be 1re-directed to the boiler.

The motor drive comprises individual opposed piston motors'for each pairof axles of the drive wheels, whereby increased traction and horse powerwill be developed, thereby further saving the fuel consumption andproducing a locomotive of greatly increasedl eiliciency. Further, theinvention provides a forced draft for ythe products of combustion toeliminate excessive fuel consumption when the locomotive is standing andto produce maximum efliciency when the locomotive is driving.

The invention also includes many 'departures from present day structuresin locomotives, all of which combine to produce a locomotive which ishighly efficient, develops a maximum horsepower rating and operates on aminimum fuel consumption.

Detailed description of running gear In the drawings, wherein for thepurpose of illustrating the invention, and wherein like referencecharacters will be employed to`designate like parts throughout theseveral views, the reference 'character I0 will generally be employed todesignate a locomotive under frame comprising longitudinal side framemembers connected at each end by transverse frame members. The underframe is supported in the front by means of a truck II having wheels I2the bearings I3 of which are slidably mounted in openings I4 in theusual manner. A similar truck I5 is coupled to the rear end of theunderframe by means of a suitable bolster and said truck is providedrwith wheels i6 mounted in suitable slide guide openings I8. Anintermediate truck I9 is secured to the underframe by a suitable bolsterconnection and the intermediate truck is provided at each end withcouplings 2D and 2| for receivingrextensions 22 and 23 of the respectivetrucks I l rand I 5, whereby the trucks will be connected and will becapable of articulation. The intermediate truck IB is adapted to beprovided with a series of drive wheels 24 mounted on axles 25 journaledin slide bearings 26.

Further, the intermediate truck is comprised of side beams 2l connectedby spaced transverse members 28 extending between the drive wheels 24 asis best shown in Figures 1 and 2. This provides a relatively rigidstructure upon which is supported individual drive motors for each drivewheel axle.

Extending upwardly from each side beam 21 i and directly above each axle25 is a series of motor supporting brackets 29 having 'flanged lowerportions as at 30 for anchoring the brackets 29 to the side beams 21such as by welding or suitable fastening elements. Secured between theupper ends of the motor supporting brackets 29 is a motor cylinder block3| having crank case 32 at each end thereof in which is journaled acrank shaft 33 rotatably supported by suitable bearings (not shown).Opposed pistons 34 are reciprocably mounted in the' cylinders of thecylinder block 3D and are Vconnected to the throws of their respectivecrank shafts 33 by means of connecting rods 35. The upper ends of thebrackets 29 may be welded or otherwise secured to the crank cases 32 sothat a crank case will be supported directly above each axle 25. Formedintegral with each crankcaSe and depending therefrom is a gear housing36 connected to theupper end of an axle housing 3l divided by aseparable ange 39 so that the axle 25 may have its ends,

` suitably journaled therein as at 40 and extendt shaft.

ing into the axle housing so that gears 4I may be connected to the innerends of the drive axle 25. Likewise, intermeshing gears 42 are carriedby the gear housing on a suitable shaft for drivinglyconnecting gears 43on the intermediate portion of the crank-shaft with the axle gears 4I sothat each of the axles 25 will be independently driven by itscorresponding positioned crank That is, there will be an independent orindividual drive for each axle 25 to increase the driving power andlikewise increase the traction.

The underframe structure including the channel irons I0 is built up andin the forward port. tion thereof the channel irons are connected by asuitable floor 42 which forms thebottom wall of a reservoir chambergenerally designated as at 43. The reservoir chamber is provided withside walls 44 connected at the forwardmost portion by means of anarcuately curved and well rounded wall 45. The rear end of the reservoir43 is closed .by end wall 46 having tubular, portions 4l adjacent eachend thereof Afor communication with a secondary reservoir which will behereinafter more fully described. The well-rounded front wall 45 isprovided with a shelf 4B having a fill-opening 49 adapted to be normallyclosed by means of a hinged cover plate 50.

Connecting the side walls 44 at the forward portion thereof is avertical partition 5I while rearwardly thereof is a similar verticalpartition 52 forming a chamber 53 having a bottom wall 54 provided witha longitudinally extending trough 55 as clearly shown in Figs. 2 and 4.The bottom wall 54 connects the side wall 44 thereby providing a closedchamber or reservoir for containing lump coal. The upper portion of therear partition 52 4projects forwardly' as at 56 and terminates in anupwardly extendingy partition 51 and the partitions 5I and 5l areadapted to bel bridged by a top wall 58 likewise connecting thesidewalls 44. The partition plates 56 and 5l provide an operatorscompartment 59 which is accessible through a door 6U in the verticalrear tubes 85.

partition 52.v The top wall 6| of the locomotive extends forwardly as at62 and is provided with a windshield 63 so that the operator in the seat64 will have a relatively clear vision of the `trackway directly ahead.It is to be noted that the chamber 43 provides a water reservoir whilethev chamber 53 nested therein provides a chamber or reservoir forreceiving coal to supply the heating unit of the locomotive. The sidewalls 44 extend rearwardly a distance equal to the length of the boilerand as shown in Figs. 3 and 4 said walls are continuous and areconnected by the top wall 6| which likewise extends the length of theboiler.

The longitudinal trough 65 is provided with a screw conveyor 66 mountedon a rotary shaft 61 the ends of which are suitably journaled foraccommodating rotation of the conveyor.' One end of the shaft isjournaled in the partition and at the opposite end is journaled in abranch pipe 88 formed on a tubular extension 69 through which one end ofthe screw conveyor passes for conducting the coal to the heating unit.

The bottom wall 42 of the locomotive is dropped as at 10 rearwardly ofthe reservoirs 43 and 53 and supported on said dropped bottom 10 is apair of coal pulverizers 1| mounted on suitable bases 12 anchored inplace to prevent shifting thereof. The branch pipe 68 is provided withhoppers 13 which communicate with the tubular extension 69 so that coalor other fuel may be fed by the screw conveyor to the pulverizers 1|.The shaft 61 projects between the pulverizers 1| and is connected to agear reduction box 14 having a drive shaft 15 connected with a turbineVor other motor 16. Each of the pulverizers 1| is provided with anexhaust 11 to which is connected an elbow fitting as at 19 forconnection with vertical burner feed pipes 80.

Directly rearward of the dropped bottom 10, the bottom wall of thelocomotive is elevated as at 8| and continues rearward to the end wallof the locomotive as at 82. The space defined by the side walls 44, topwall 8| and bottom wall 8| is adapted to provide for a boilerconstruction including end headers 83 and 84 connected by a pair ofspaced longitudinally extending boiler Likewise, a longitudinallyextending boiler tube 86 connects the top of the headers 83 and 84. Thespace surrounding the boiler tubes 85 and 86 and the side walls 44 islled with a refractory lining 81 so as to withstand high temperatureconditions created within the boiler. The longitudinally extendingboiler tubes 85 and 96 are connected by transverse boiler tubes 88variously arranged so as to extend transversely with respect to theboiler chamber.`

A series of longitudinally extending super heater boiler tubes 89 aresupported between certain pairs of transverse boiler tubes 88 and oneend of each of the tubes projects through the header 84 and is hooked asat 80 so as to establish communication with a manifold 9| having abranch pipe 92 connecting the end wall 93 of the boiler tube header 86.The opposite ends of the superheater tubes 89 are connected to avertical manifold 94 the lowerfend of which is provided with a suitablevalve 95 having a control 96 for throttling the flow of steam throughthe manifold 94. Extending along each side of the locomotive is a steampipe 91 having elbow fittings 98 connecting the valve chambers 99 of themotors 30 to supply motive fluid under pressure 'thereto in the form vofsteam. By controlling the throttle 96, the steam may be increased ordecreased so that the speed of the motors may be likewise increased orreduced. The manifold extension 92 is provided interiorly with anelongated apertured pipe |00 extending well into the upper boiler tubeheader 86 so that steam in the top thereof will be collected forconduction to the manifold 94 and thence to the motors 30.

The header 83 is provided with a pair of spaced openings |0| which arepreferably formed circular and carried inwardly of the header is therefractory hearth |02 having convergent openings |03. The refractoryhearth |02 is slightly smallerV than the header 83 and is provided withtubular projections |04 which pass through the openings |0| in theheader and assist in securing the hearth in place. The outer ends of theopenings |03 are formed cylindrical as at |05 and are covered bysuitable circular casings |06 the marginal flanges of which as at |01are Welded or otherwise secured to the header. Extensions |08 are formedon the circular` casings |06 and project upwardly to the top wall 6| ofthe locomotive frame structure and are connected to passageways |09 onopposite sides of the upper longitudinal boiler header 86. The ductways|09 are suitably connected to the upper ends of extensions |08 andproject rearwardly to a heat exchanger casing |0 which will behereinafter fully described.

The heat exchanger casing ||0 includes side walls having a rear wall ||2and a top wall I3. The front wall is formed by the end partition wall||4 forming the rear end of the boiler chamber which connects the sidewalls 44 of the locomotive and likewise connects with the bottom wall 8|thereof so as to provide a substantially closed chamber. The top wall||3 of the heat exchanger I0 is provided with passageways ||5 at eachend thereof for connection with the longitudinally extending ductways|09 to thereby establish communication between the casing ||0 and thecircular casing member |06. Extending downwardly from the top wall ||3and connecting the side walls is a partition plate ||6 terminating ashort distance from the floor or underframe 8| so as to allow thepassage of air therethrough.

A series of horizontal heat exchanger tubes |1 connect the end walls 2and ||4 of the heat exchanger casing and one end of the tubes is incommunication with the interior of the boiler chamber to receive thecombustion products and flue gases so that said flue gases will passrearwardly through the tubes to be conducted to a stack ||8. The lowerportion of the stack ||8 is provided with oppositely disposed circularcasings ||9 having side walls |20 and |2| connected by a curvedperipheral wall connecting the stack as at |22 and terminating in anapex |23 immediately below the stack. Housed within the circular casing||9 is a blower impeller |24 mounted on a shaft |25 suitably journaledin the side walls |20 and |2| of the circular casing. The shaft |25projects through the casing wall |20 and is rigidly secured to the rotormounted in a turbine |26. The turbine is supported on a suitable base|21 mounted on the floor 8| of the locomotive. ings |28 are provided,for further supporting the shaft |25 and said bearings are connected bya bracket |29 upon which the turbine |26 rests and is secured. An inletpipe |30 may connect to a suitableysource of steam pressure for drivingthe turbine and an exhaust pipe |3I is provided for each turbine for thedisposal of the exhaust.

steam after passing-through the turbine. Open- Beart dent thereto.

ings are formed inthe wall |2I in axial alignment with the impellers |24so that the flue gases from the boiler chamber will be drawn through theheat exchanger tubes ||1 and will be forced by said impellers upwardlythrough the stack I I8.

Mounted on each side of the stack ||8 is a blower casing |32 having anexhaust port |33 connected to the end wall ||2 of the casing ||0 forforcing air therethrough in the direction of the arrows. The passageway|33 allows communication between the blower casing |32 and the interiorof the casing I I so that air will be forced downwardly over the heatexchanger tubes I I1 on one side of the partition |I6 and will then beforced upwardly on the other side of the partition so-as to exhaustthrough the oppositely disposed ductway I I5 communicating with thelongitudinal ductways |09. In this manner, heated air `under pressure isforced into the circular casing |06 and thence into the boiler chamberthrough the convergent hearth openings. |03. Each of the blower casings|32 is provided with an impeller |34 mounted on a shaft |35 connected toa turbine |36. An opening |31 is formed in each of the blower casings|32 to allow the entrance of air to the casing whereupon the impellerwill force said air through the above-mentioned ductways |33 and intothe heat-exchanger casing IIO. A suitable source of steam pressure maybe provided for driving the turbines |36 in the same manner as theturbines |26 are supplied and if desired, all of the turbines may beconnected to a single source of steam pressure. Powdered fuel or finelypulverized coal is admitted to the hearth |03 by means of concentricallymounted feeder pipes |40 connecting the vertical pipe 80 and said feederpipes project through an opening in the circular casing |06 and havetheir inner end terminating in alignment with the outer wall of theheader 83 and in concentric registry with the circular opening |05 inthe divergent hearth openings |03 whereby the fuel in nely powdered formWill be picked up by the incoming heated air and burned in suspension oron the hearth |03. The pre-heated air causes the finely divided fuel tobe more easily ignited by reason of its increased temperature andsuitable means may be provided for initially igniting the burner.

Each of the fuel pulverizers 1I is provided with a shaft I4| which isconnected to the rotor of the pulverizer and projects through one sideof the pulverizer for connection with a turbine |42. The turbine isprovided with an inlet |43 which may be connected to a suitable sourceof steam pressure and the exhaust .side of the turbine as at |44 may beconnected to a recirculatory system which will be described more indetail in the following specification.

The space between the partition 52 and the header 83 is adapted toprovide a compartment for the fireman and mounted directly above thefuel pulverizer 1| is a'platformv 45 which extends between the walls 44and between the partition 52 and the header 83. The platform |45 enablesthe reman to keep a constant watch on thecondition of the heating unitand the operative parts inci- Windows or the like |46 are provided inthe side walls 44 of the locomotive to allow the fireman suflicientventilation while performing his duties on the platform |45.

Hinged to the forward portion of the top wall 58 of the compartment 53is a closure |41 mounted on a suitable hinge |48 to swing in ahorizontal arc and said closure |41 is adapted to close an opening |49in the curved front wall 45 ofthe locomotive so as to obtain access tothe lill closure 50. The .hinged closure |41 is slightly arcuate in.cross-section so that the continuity of the front wall 45 will not bebroken and a perfect stream-line effect can be had. A hinged closure.

|50 is mounted on the top wall 58 for the vpurpose g of nlling thecompartment 53 `and said closure is mounted on suitable hinges I5| andmay be provided at the unbinged 'end with a latch or keeper |52.

Further, each of the fuel pulverizers |1I is provided with a blower |53on the outlet side 11 of the pulverizer for the purpose of conveying orblowing the powdered fuel to the burner tube |40. Applicant has used aconventional fuel pulverizer as is well known in `the art; such fuelpulverizers usually include a four-speed fan on the discharge end of thepulverizer capable of disposing of the pulverizing material as quicklyas it is fed to the pulverizer to prevent jamming and clogging of thepulverizer.

Mounted rearwardly of the boiler compartment is a tank |54 adapted tocontain Water for feeding the boiler and said tank comprises end walls|55 and I|56 .connected by side walls |51. The top wall |58 isco-extensive with the floor 8| of the boiler compartment and as shown inFig. 1, the tank isdependent and extends downwardly to the bottom wall|54 which connects the underframe channel irons I0. A suitable pipe |59is adapted to .extend along opposite sides of the locomotive for thepurpose of connecting the tank thus described with the reservoir 43 bybeing connected to the outlet thereof as at 46. A Acheck valve |63 maybe interposed in the pipe |59 to allow the tank |54 to be fed by gravityfrom the reservoir 43. It is to be noted that the .rear wall of the tankv|55 is co-extensive with the rear wall of the locomotive 82 and saidwall 82 is adapted to form a `compartment directly forward thereof andbetween a transversely extending wall |6I. Side walls |62 connect therear wall 82 to the vertical and transverse partition |6| therebyforming a vertical steam well chamber |63. Projecting upwardly into thesteam well |63 from the top wall i58 of the water tank .is a feed pipe|64 adapted to allow the overflow of the tank to 'fill the steam well|63 to a height equal to the height A baffle projects rear of theoverflow |64. wardly from the partition 15| and extends over theoverflow pipe |64 to prevent excessive spilling of liquid. An overflowpipe |66 extends through the bottom and top walls |54 and |58respectively of the water tank and has its upper end as at |61terminating adjacent the upper end of the overflow |64 and surroundingthe overow pipe |66 is a casing or cage |68 for preventing excessivesplashing and overflowing of the water from the steam well.

Extending inwardly from the wall 82 and the partition ISI is a series ofsuperposed baille plates |69 arranged alternately as shown in Fig. 1 andeach of said baille plates is provided with a dishshaped portion |10adapted to retain the steam condensate and allow it to overflow as it iscollected in the dish-shaped trough |10. Connecting the exhaust |1| ofeach motor 30 is an exhaust pipe |12 and as shown in Figs. 1 and 2, theexhaust pipe |12 is connected to the opposite ends of the exhaustmanifold |1| so that said exhaust pipes will extend rearwardly onopposite sides of the engine and on opposite sides of the rear watercompartment formed by the walls |54, |51 and |58. The rear end of eachexhaust pipe |12 extends upwardly as at |13 and projects into the steamwell cempartment |63 to a height substantially equal to the height ofthe baiiie |65 whereby steam will be admitted to the steam well afterbeing exhausted from the motors or engines 30.

As the steam enters the steam well |63, portions thereof are condensedwhich condensate is returned to the steam well for being fed to theboiler head 84 in a manner which will be presently herein described. Thecontinued travel of the steam upwardly through the steam well |63 andpast the bailles |69 causes agreat portion of the steam to be condensedand directly above the steam well there is provided a reticulated screen|14 to lter the screen and remove foreign particles therefrom. Mounteddirectly above the screen |14 is a spray pipe |15 whichv extendstransversely of the locomotive and is provided at its free end withsuitable spray orifices |16 so that a constant stream of water willoppose the upwardly travelling steam to thereby assist in condensing thesteam for use in the system. A pipe |18 may be connected to the spraypipe |15 and may have its lower end connected to the outlet side of apump |19 as at |89 so that said pump |19 will receive water from thelower portion of the steam well through the intake pipe |8| andcontinually circulate the water through the steam well. As shown in Fig.8 there is provided two such pumpseach of which is adapted :to be drivenby means of a suitable steam turbine |82 supplied from a suitable sourceof steam pressure from the boiler system. The exhaust pipe |83 of eachpump |19 extends'forwardly along opposite sides of the top Wall |58ofthe water tank so that the forward end of said pipe |83 may beconnected to the lower portion of the rear header S4. A check valve |84may be interposed between 'the pump |19 and the header 84 to preventback pressure from the header 84.4

The top portion of the steam well |63 is tapered inwardly and terminatesin a forwardly extending header |65 including a top wall |86 connectedto a bottom wall |91 by means of side walls |88. The header |35 isconsiderably reduced in sise from the upper portion of the steam well|53 to the boiler header 84 as is clearly shown in Fig. l and connectingthe side walls |38 of the header is a series of oppositely extendingpipes |09 terminating in downwardly extending pipes |90 the extremelower ends of which are connected to lower headers I9! on opposite sidesAof the water tank |54 and extending longitudinally thereof. Thelongitudinally extending headers |9| are mounted along the extreme outeredge of the under-frame channel members I0 and are adapted to collectthe steam condensate so that it may be returned to the tank |54 forre-circulation through the system. lConnection is established betweenthe headers |9| and the rear water tank |54 by means of suitableconnecting pipesY |92 as is clearly shown in Fig. 6.

Extending directly underneath the forward portion of the water tank |54is a collection chamber |93 and projecting into the collection chamberis a pipe |94 connected with the exhaust pipe |12. Considerable steamcondensate will be collected in the collection chamber |93 and may bereturned to the water tank |54 by means of a suitable water pump |95projecting and supported within the collection chamber and operated by amotor or steam turbine |96 on the upper end of the outlet pipe |91. Thedrive shaft (not shown) of the motor |96 extends through the dischargepipe |91 of the pump so that the of the fans 205 is mounted on a shaft206 ex-` upper end thereof may be provided with areturn pipe |98connected to the water tank |54. The discharge pipe |91 extends througha passageway provided by a circular sleeve |99 connecting the lower andtop walls of the water tank It is to be noted that thev condenser pipes|89 and |90 are spaced to allow the passage of air therethrough and oneach side of the locomotive certain pipes are interrupted by headers 200for the interposition of a door or the like 20| to facilitate the easyentrance to the chamber formedl by the condenser pipes so that repairsmay be made tothe various pieces of equipment;

Mounted on the top wall |58 of the water tank |54 is asteam Yturbine 202having its turbine shafts 203 extending therefrom in opposite directionswhereby said shafts may extend into the base' portion 204 of acirculating fan 205. The fans 205 Vare mounted in spaced relationv so asto draw air inwardly' between the interstices ofv the'pipes |90 andforce the same upwardly in the direction ofthe arrows as shown in Fig.5. Each tending vertically throughthel base 204 and the lower'end ofeach shaft is provided with a' bevel gear 201 adapted to mesh'with'abevel gear 208 on the free end of the turbine shaft 203. Itis to benoted that the gears 208 vare located with respect to the bevel gears201 to cause rotation of the fans 205 in a single direction, Encirclingeach fan is an annular band 209 and said bands are connected to ahorizontal partition 2|0 extending from the vertical rearpartiton |6| tothe vertical partition |20 adjacent the stack H8. The partition2|'0`thus'provides openings Within the annular bandA 209 through whichair may pass as shown in Fig. 5 to insure the circulation of air in theproper mannerV so that the lower portions of the condenser pipes |90will be cooled first and then the'pipesv |89 will be cooled secondly.' Ay An opening 2|| is formed inthe header |85 .to accommodate the passageof -thestack ||8 andY said .opening may be formed by a suitable bushingwhich will not interrupt ther passage of steam forwardly to theforwardmost condenser pipes |89 and |90. The turbine 202'may be providedWith a suitable inlet opening 2|2 capable of beingattached by pipingl toa source of steam pressure such as from the boiler at one of the headers83 or 84. similarltztheturbines |42, |26, |36 and |19 may beconnected'to the steam boiler by connecting a suitable pipe to saidturbines from one of the headersof the boiler.Y A link-*leverage. systemmay be provided for connectingthe throttlevalve control lever 96 to athrottleileverin the drivers compartment 59 and since such linkage iswell vknown in the art it has been omitted to avoid confusion with thepiping connecting the pulverizer with the burner.

For a consideration of the operation of the invention, attention isdirected to Figs. 1 and 2 wherein it will be assumed that the locomotiveis at rest and is unred. The burner may be started in the manner ofconventional finely divided fuel burners whereupon the water in theboiler pipes 88 will be heated to a temperature to be converted intosteam. After a sucient steam head has been obtained, the turbines 16 maybe started to cause the automatic feeding `of lump coal from thereservoir 53 to the pulverizer 1|. Simultaneously, the turbines |26 and|36 may be started to cause the forced draft through the boiler andburner and to likewise supply heated air to the circularv casing |06.The -nely divided fuel will be discharged from the pulverizer and willbe blown into the burner pipe |40 by means of the blower |53 whereuponcontinuation of the burner will create sucient. steam head to operatethe steam motors 30. 'I'he driver in the cab |59V may control the valve96 to regulate the amount of steam pressure to the motors. and therebyincrease or decrease the speed as desired. Ihe exhaust from the motorspasses from the manifoldsr |2| to a steamexhaust pipe |12 so. that aportion of the steam may b econd'ensedzwithirr the well |63' which watercondensate is returned to the header 8# by means of the pump |19. Sincethere will notbe. a. 100 per cent return of the steam tov water theremaining steam will find its way to the header |85 wherein it will befurther condensed by flowing downwardly through the pipes |89 and |90so. that when it reaches the lower headers |9| it may be .f

returned to a rear storage tank |54'. Coolingof the, condenser pipes |89and |90 is accomplished by the air circulating fans. 205 so that themain portion of the steam condensate will find its Way baclrto the rearwater chamber orcompartment |54 and will likewise be returnedto theboiler 84` by means of the pump |1'9.

As the water in the rear reservoir |54 is used, it may be replenishedfrom a water reservoir 4.3 carried by the forward end of the locomotiveso that the rear water chamb-er or reservoir may always. be maintainedfull, or at least to a height to cause an overow to the pipe, 54. in thelower portion of the steam Well i153.

It. is', obvious that regulation of the pulverizers and fuel feed screw6G may control the tem-V perature within the boiler by increasing' orcle-- creasing the amount of fuel consumption and the resultant heattherefrom.v

It is obvious that. various changes in the. detalls of construction maybe. resorted to. as well as details of control units and that the: formof theinvention herewith shown and described isy to, be taken as apreferred embodiment of the same and that` various other changes may bemade without departing from the.4 spirit of the invention or the. scopeof the subjoined claims.

What is claimed is zv I. A combinedv locomotive and fuel tender,comprising a Wheeled underframe, a. boiler centrally of' said framehaving transversely disposed water tubes, a burner in the forward endofthe boiler, a fuel reservoir spaced, from and located forwardly of theboiler, means for feeding fuel directly to said burner including a screwconveyor, means interposed between the rear end of thev screen conveyorand boiler and below the aseaeve:

tending between the boiler and fuel reservoir for providing a cabcompartment space thererbetween.

2. A combined streamlined locomotive, comprising a wheeled frame havinga, dropped. bottom portion and a series of drive wheels centrallylocated with respect tothe frame, a boiler having transversely disposedwater tubes connecting longitudinal headers, a burner in the forward endof said boiler, saidv boiler being mounted aboveA the drive wheels, afuel reservoir carried by the front of the locomotive and spaced fromthe boiler to provide an intermediate cab space, means in the fuelreservoir for feeding the fuel rearwardly to the` burner, a fuelpulverizer located in said dropped bottom portion forwardly of theboiler and rearwardly of and below said feeding means to pulverize the.fuel prior to its entrance tothe burner, a condenser located on the`other end of the wheeled frame` rearwardly of the boiler to return thesteam condensate to the boiler, said condenser comprising tubularconduit. membersA arranged in the air stream of said locomotive, andtop, bottom and side enclosure walls for said cab space disposed abovesaid pulverizer.

3. A combined locomotive and fuel tenden, comprising` a wheeledunderframe supporting and drive wheelsV for the underframe,` an engineon the underframe, a boiler having longitudinally extending headers,said boiler being centrally located on the frame and. havingtransversely extending water tubes connected to said longitudinallyarranged headers, a burner in the for- Ward end of the boiler directlypresented to the water tubes, a fuel reservoir for feeding fuel to saidburner in the front of the locomotive spaced from the boiler to providea drivers compartment therebetween, a conveyor for feeding fuel from thereservoir to the burner, a fuel pulverizer positioned rearwardly of andbelow the fuel feeding conveyor and located beneath said driverscompartment, anda condenser mounted on the rear end of the combinedlocomotive and tender underframe adapted to condense and return theexhaust steam from the engine motor to the boiler, said condensercomprising a series of tubular members arranged along the walls of thelocomotive and disposed in the air stream thereof.

AGNES GRAY, Administratrisc of the Estate of Edward Gray,

Deceased.

